HYBRID VEHICLES ‘
`
`Inventors: Alex J. Severinsky
`Theodore N. Louckes
`
`055-
`
`e
`
`"
`
`e
`
`o,
`'c
`continuation—in—part of Ser. No.
`a
`This application is
`S. patent 6,209,672,
`issued
`09/264,817, filed March 9, 1999, now U.
`rom provisional
`April 3, 2001, which in turn claims priority f
`applicatiOn Ser. No.
`60/100,095, filed September 14, 1998,
`filed September
`in-part of Ser. No; 09/392,743,
`also a continuation-
`rovisional application
`9, 1999, which in turn claims priority from p
`Ser. No. 60/122,296, filed March 1, 1999.
`
`and is
`
`[0
`
`15
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`20
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`25
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`that is, vehicles in which both an in
`one or more electric motors are provided to supply torque to the
`driving wheels of the vehicle. More particularly, this invention
`relates to a hybrid electric vehicle that is fully competitive with
`presently conventional vehicles as regards performance, operating
`convenience, and cost, while achieving substantially improved fuel
`economy and reduced pollutant emissions.
`
`D'sc
`
`'o
`e
`'o
`t
`For many years great attention has been given to the problem
`of reduction of fuel consumption of automobiles and other highway
`vehicles. Concomitantly very substantial attention has been paid
`to reduction of pollutants emitted by automobiles
`and other
`vehicles. To a degree, efforts to solve these problems conflict
`with one another. For example,
`increased thermodynamic efficiency
`
`3O
`
`operated at higher temperatures. Thus there has been substantial
`interest in engines built of ceramic materials withstanding higher
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`n those now in use. However. higher
`combustion temperatures tha
`gasoline-fueled engines lead to increase
`combustion temperatures in
`typically Nox .
`in certain undesirable pollutants,
`s to burn mixtures
`ducing emissions 1
`Another possibility for re
`or straight ethanol. However,
`of gasoline and ethanol (“gasohol”),
`y competitive with
`become economicall
`to date ethanol. has not
`t accepted ethanol
`to any great
`and consumers have no
`gasoline,
`to make an alternate
`degree. Moreover,
`appreciable
`achieve
`extent
`necessary
`to
`available
`to
`the
`improveme
`and fuel conservation would
`nts in nationwide air quality
`re improvements; not only the
`e immense costs for infrastructu
`requir
`ion and delivery system, but also
`entire nation's motor fuel product
`distribution, and repair system, would
`the vehicle manufacture,
`sed or substantially duplicated.
`have to be extensively revi
`lution in cities is to limit the
`One proposal for reducing pol
`ered by internal combustion engines and instead
`use of vehicles pow
`hargeable batteries. To
`employ electric vehicles powered by rec
`date, all
`such "straight electric" cars have had very limited
`range,
`typically no more than 150 miles, have insufficient power
`for acceleration and hill climbing except when the batteries are
`substantially fully charged,
`and.
`require substantial
`time for
`battery recharging. Thus, while there are many circumstances in.
`which the limited range and extended recharging time of
`the
`batteries would not be an inconvenience, such cars are not suitable
`for all the travel requirements of most individuals. Accordingly,
`an electric car would have to be an additional vehicle for most
`users, posing a substantial economic deterrent. Moreover, it will
`be appreciated that
`in the United States most electricity is
`generated :hi coal—fired power plants,
`so that using electric
`vehicles merely moves the source of the pollution, but does not
`eliminate it. Furthermore, comparing the respective net costs per
`mile of driving, electric vehicles are not competitive with
`ethanol—fueled vehicles, much less with conventional gasoline-
`fueled vehicles. See, generally, Simanaitis, "Electric Vehicles",
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`May 1992, pp. 126-136; Reynolds,
`
`"AC Propulsion
`
`k, October 1992, pp.
`
`vehicle,
`
`d 'over
`
`the _years
`
`to
`
`oth Much attention has
`also been pai
`development, of‘ electrit: vehicles including internal combustion
`generators, thus eliminating the defect of limited
`
`'
`
`'
`
`The simplest such
`iesel—electric
`an internal
`
`l principle as d
`vehicles operate on
`In such systems,
`t railroads.
`ectric power to
`locomotives used by mos
`nerator providing el
`combustion engine drives a ge
`the vehicle.
`tly to the wheels of
`' n motors connected direc
`ble gear
`ratio
`ntage that
`no varia
`the wheels of the
`
`system has
`This
`transmission is required
`n engine produces zero
`vehicle.More particularly, an internal combustio
`ts torque peak
`torque at zero engine speed (RPM)
`and reaches i
`ting range. Accordingly, all
`n the middle of its opera
`by an internal combustion engine (other
`somewhere 1
`vehicles driven directly
`les using friction or centrifugal
`than certain single-speed vehic
`a variable-
`clutches, and not useful for normal driving) require
`hed to ‘the
`road speeds and loads
`be provided so that
`some sort of clutch must
`wheels, allowing
`decoupled from the
`still running,
`to the drive train while
`
`so that the
`
`and to allow
`
`engine's torque can
`encountered. Further,
`the engine can be mechanically
`the vehicle to stop while the engine is
`some slippage of the engine with
`starting from a stop.
`ocomotive, for example,
`diesel l
`the additional
`clutch. Accordingly,
`generator
`and electric traction motors
`is accepted-
`traction motors produce full torque at zero RPM and thus can be
`
`or a'
`
`Electric
`
`3
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`he ove
`
`d to be run
`
`- when it is desired that the train
`connected directly to the wheels,
`the diesel engine is simply throttled to
`should accelerate,
`t and the train begins to move.
`ller vehicle
`increase the generator outpu
`The same drive system may be employed in a sma
`such as
`an
`automobile or
`truck,
`but has
`several distinct
`disadvantages in this application. In particular, and as discussed
`in detail below in connection with Figs. 1 and 2,
`that
`a gasoline or other
`internal
`comb
`efficient when
`producing
`near
`its.
`in accordance with the total tonnage to be moved and the grades to
`Typically,
`rcome, so that all the locomotives can be operated at nearly
`full torque production. Moreover, such locomotives ten
`at steady speeds for long periods of time. Reasonably efficient
`fuel use is thus achieved. However,
`such a direct drive vehicle
`would not achieve good fuel efficiency in typical automotive use,
`involving many short trips,
`frequent stops in traffic, extended
`low—speed operation and the like.
`So-called "series hybrid" electric vehicles have been proposed
`for automotive use, wherein batteries are used as energy storage
`'devices, so that an internal combustion engine provided to power a
`generator can be operated in its most fuel-efficient output power
`range while still allowing the electric traction motor(s) powering
`the vehicle to be operated as required. Thus the engine may be
`loaded by supplying torque to a generator charging the batteries
`while supplying electrical power
`to the traction 'motor(s)
`as
`required, so as to operate efficiently. This system overcomes the
`limitations of electric 'vehicles noted above with respect
`to
`limited range and long recharge times.
`Thus, as compared to a
`conventional vehicle, wherein the internal
`combustion engine
`delivers torque directly to the wheels,
`in a series hybrid electric
`vehicle,
`torque is delivered from the engine to the wheels via a
`serially connected generator used as
`a battery charger,
`the
`battery, and the traction motor. However, energy transfer between
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`y 25%‘of engine
`east approximatel
`the cost and
`add substantially to
`an electric motor capable of
`such components
`-
`in particular,
`d demand, e-g.,
`to
`0 meet all expecte
`during hill-
`fficient torque t
`der acceleration,
`providing su
`Thus, series
`le performance un
`allow reasonab
`nd expensive.
`and the like,
`is rather heavy a
`en immediately succe
`d" approach is
`
`Patent Nos.
`al an internal c
`
`3,566,717 and 3,732,
`ombustion engine and an
`t both can provid
`ex gear
`train so tha
`being operated in several
`the vehicle
`ion engine
`t of the internal combust
`vehicle
`("first mode
`n at constant speed and excess power is
`ation“) the engine is ru
`("Speeder“)
`to electrical
`converted by a: first motor/generator
`ode operation",
`the
`In "second m
`energy for storage in a battery.
`and is
`internal combustion engine drives the wheels directly,
`re power is nee
`e engine can provide,
`ded than th
`5 additional torque as
`"torquer“ provide
`a second motor/generator or
`
`drive the
`
`needed.
`
`Berman e
`
`ectric motor/generators
`the "Speeder"
`
`t al thus show two separate e1
`ion engine;
`separately powered by the internal combust
`charges the batteries, while the "torquer"
`forward in traffic. This arrangement
`iS‘a source of a
`f engine
`complexity,
`cost and difficulty, as two separate modes 0
`control are required.
`the operator must control
`the
`Moreover,
`automotive market.
`Automobiles
`vehicle is unsuited for
`the
`ss production can be no more complicated to operate
`than conventional vehicles, and must be essentially "foolproof",
`resistant
`to damage that might be caused by operator
`the gear train shown by Berman et al appears to be
`error. Further,
`acture economically.
`quite complex and difficult to manuf
`
`Such a complex
`
`intended for ma
`
`that
`
`is,
`
`w
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`5
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`30
`
`e-speed transmissions
`— 38 of
`— 22 and 36
`t 3,732,751.
`llel
`
`pate
`
`peak hp.
`
`even two variabl
`dicate that one or
`al also in
`3,
`lines 19
`may be required; see, e.g., col.
`3 - 55 of paten
`“t 3,565,717, and col. 2,
`lines 5
`hows an early para
`Lynch et al patent 4,165,795 also 5
`1 efficiency can be
`gues that maximum fue
`hybrid drive.
`Lynch ar
`realized when a relatively small
`intern
`such that when the engine i
`provided,
`proximately the ave
`speed, it produces ap
`The example given is o
`typical mission.
`icient speed,
`d 17 hp at its most eff
`hp maximum an
`combined with an electr
`This is to be
`This vehicle requires a
`reasonable performance. It appears
`torque
`at.
`a
`steady speed, with additional
`achieve
`eeded and excess torque produced by the
`run continuously,
`ovided by the motor when n
`In a first embodiment,
`pr
`ge the batteries.
`engine being used to char
`tor is transmitted to the drive wheels
`torque provided by the mo
`second embodiment their respective
`through the engine, while in a
`positions are reversed.
`Nishida U.S. patent 5,117,931 show
`
`absorb excess torque from
`or provide additional
`n is coupled
`
`relative rates of rotation 0
`motor can be used to start the engine,
`the
`engine
`(by
`charging a battery),
`A 'variable—speed transmissio
`unit and the propelling wheels.
`unit
`and
`the
`variable—speed
`transmission
`torque
`the
`Both
`transmission are complex, heavy, and expensive components,
`the use
`of which would preferably be avoided.
`Helling U.S. patent 3,923,115 also
`a torque transmission unit for co
`ctric motor and an internal combustion engine.
`
`shows a hybrid vehicle
`
`mbining torque from an
`However,
`in
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`ed;
`
`the motor and engine
`s of rotation of
`a fIYWheel is provided to store excess
`- store excess electrical
`040 shows another hybrid
`
`10
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`30
`
`variation of road spee
`Hunt U.S. Patent Nos.
`
`provided between the various components.
`proposed for energy storage,
`.
`Fjallstrom U.S. patent 5,12 ,
`m two electric motors is combined With
`torque produced by an internal combustion engine;
`the combination
`is performed by a complex arrangement of paired planetary gearsets,
`and unspecified control means are alleged to be able to allow
`d without a variable-ratio transmission.
`4,405,029 and 4,470,476 also disclose
`parallel hybrids requiring complex gearing arrangements,
`including
`multiple speed transmissions. More specifically,
`the Hunt patents
`disclose several embodiments of parallel hybrid vehicles. Hunt
`indicates (see col. 4,
`lines 6 - 20 of the '476 patent) that an
`electric motor may drive the vehicle at low speeds up to 20 mph,
`and an internal combustion engine used for speeds above 20 mph,
`while "in certain speed ranges,
`such as from 15 - 30 mph, both
`power sources may be energized... Additionally, both power sources
`could be utilized under heavy load conditions." Hunt also indicates
`that "the vehicle could be provided with an automatic changeover
`device which automatically shifts from the electrical power source
`to the internal combustion power source, depending on the speed of
`the vehicle" (col. 4,
`lines 12 — 16).
`However,
`the Hunt vehicle does not meet the objects of the
`present invention, as discussed in detail below. Hunt's vehicle in
`each embodiment
`requires a conventional manual or automatic
`transmission. See col. 2,
`lines 6
`— 7. Moreover,
`the internal
`combustion engine is connected to the transfer case (wherein torque
`from the internal combustion engine and electric motor is combined)
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`ion. The turbine
`
`torque
`"fluid coupling or
`a
`by
`construction". Col. 2,
`lines 16 — 17.
`s or torque converters are very inefficient,
`'
`bulky, and costly,
`again as discussed in detail below.
`‘ of the present invention,
`Furthermore,
`the primary means of battery charging disclosed.
`by Hunt involves a further undesirable complexity, namely a turbine
`‘ driving the electric motor in generator configurat
`is fueled by waste heat from the internal combustion engine. See
`col. 3,
`lines 10 - 60. Hunt's internal combustion engine is also
`fitted with an alternator,
`for additional battery charging
`capability, adding yet further complexity. Thus it is clear that
`Hunt fails to teach a hybrid vehicle meeting the objects of the
`present
`invention - that
`is,
`a hybrid vehicle competitive with
`conventional vehicles with respect
`to performance,
`cost
`and
`complexity, while achieving substantially improved fuel efficiency.
`Kawakatsu U.S. Patents Nos. 4,305,254 and 4,407,132 show a
`parallel hybrid involving a single internal combustion engine
`coupled to the drive wheels through a conventional variable—ratio
`transmission,
`an electric motor,
`and an alternator,
`to allow
`efficient use of the internal combustion engine. As in the Hunt
`disclosure,
`the engine is intended to be operated in a relatively
`efficient range of engine speeds; when it produces more torque than
`is needed to propel the vehicle,
`the excess is used to charge the
`batteries; where the engine provides insufficient torque,
`the motor
`is energized as well.
`shows a hybrid
`A further Kawakatsu patent, No. 4,335,429,
`vehicle,
`in this case comprising an internal combustion engine and
`two motor/generator units.
`A first larger motor/generator, powered
`by a: battery,
`is used
`to provide additional
`torque when that
`prov1ded by the engine is insufficient; the larger motor—generator
`also converts excess torque provided by the engine into electrical
`energy, to be stored by the battery, and is used in a regenerative
`braking mode.
`The second smaller motor/generator is similarly used
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`'to provide additional torqu
`the latter Kawakatsu patent asserts that
`needed.
`ide sufficient
`torque to
`More particularly,
`otor sized to prov
`providing suffic1ent
`.
`a single electric m
`1d not be capable of
`-1,
`line 50 — col.
`2 line 8.
`ropel
`the vehicle wou
`force; see col.
`Kawakatsu provides two separate motor/generators, as
`is also provided.
`See col.
`Accordingly,
`noted; a separate engine starting motor
`In the
`embodiment
`shown,
`the
`larger
`0 the wheel drive shaft, while the
`6,
`lines
`22
`—
`23.
`motor/generator is connected t
`tor are connected to the wheels
`engine and the smaller motor/genera
`comprising
`three
`separately—
`through
`a
`complex mechanism
`controllable clutches. See col.
`
`15
`
`20
`
`25
`
`30
`
`example,
`
`an electric motor
`
`is provided for operation inside
`ould be dangerous, and an internal
`for operation outdoors.
`It is also
`
`use at low speeds, and an internal combustion engine for use at
`higher speed.
`The art also suggests using both when maximum torque
`is required.
`In several cases the electric motor drives one set of
`wheels and the internal combustion engine drives a different set.
`See generally Shea (4,180,138); Fields et al
`(4,351,405); Kenyon
`(4,438,342); Krohling (4,593,779); and Ellers (4,923,025).
`Many of
`these patents show hybrid vehicle drives wherein a
`variable speed transmission is required, as do numerous additional
`references. A transmission as noted above is typically required
`where the internal combustion engine and/or the electric motor are
`not capable of supplying sufficient torque at low speeds. See Rosen
`(3,791,473); Rosen (4,269,280); Fiala (4,400,997); and Wu et al
`(4,697,660). Kinoshita (3,970,163) shows a vehicle of this general
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`5
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`25
`
`30
`
`type wherein a gas turbin
`through a three—speed tran
`supply additional torque at low speeds.d vehicles
`generally as
`to
`For further examples of series hybri
`Monaco
`Bray (4,095,664); Cummings (4,148,192);
`al
`(4,306,156);
`Park
`(4,313,080); McCarthy
`(4,354,144);
`discussed above, see
`51,769); and Suzuki et al
`(4,9s specific problems arising in
`(4,53
`Heidemeyer
`or specific alleged
`(5,053,632). Various of
`the manufacture or use of hybrid vehicles,
`design improvements.
`For example, Park addresses certain specifics
`of battery charging and discharge characteristics, while McCarthy
`'nvolving an internal combustion
`otors;
`the torque generated by the
`ex differential providing continuously
`ing an internal
`r shows connect
`t friction clutch,
`cond friction
`
`smission;
`
`3,011); Kawamura
`these addres
`
`n electric motor by a firs
`transmission by a se
`
`et
`
`v
`
`clutch.
`
`.
`
`include Toy
`
`patents of general relevance to this subject matter
`ies hybrid using a gas
`(3,525,874),
`showing a serYardney (3,650,345), showing
`hanical starter for the
`such that batteries
`
`and Nakamura
`
`interest are t
`
`use of a compressed-air or
`f a series hybrid,
`internal combustion engine 0
`could be used;
`capacity
`of
`limited current
`g improvements in thyristor battery—charging
`(3,337,419), addressin
`Somewhat further afield but of general
`and motor drive circuitry.
`(3,874,472); Horwinski
`he disclosures of Deane‘
`and Lexen
`(4,042,056); Yang
`(4,562,894); Keedy
`(4,611,466);
`(4,815,334); Mori
`(3,623,568); Grady,
`Jr.
`(3,454,122); Papst
`(3,211,249); Nims et a1 (2,666,492); and Matsukata (3,502,165).
`'
`' nal references showing parallel hybrid vehicle drive systems
`' beck (3,888,325).U.S. Patent
`
`No.
`
`is used to drivela generatbr as needed to charge batteries.
`
`Of
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`s of the present invention is
`particular interest to certain aspect
`ery pack should have a voltage
`that Medina discloses that the batt
`6 volts and the generator should
`in the range of 144, 168 or 21
`f 400 to 500 amperes. Those of skill
`e
`that
`these high currents
`involve
`ing losses, and additionally require
`be made by positive mechanical
`or by welding. More specifically, for
`ccordance with industry practice,
`55 of about 50 amperes cannot be carried by the
`plug-in
`connectors
`preferred
`for
`reasons
`of
`but must be carried by much heavier, more
`conventional
`convenience and economy,
`(as used on
`d
`less
`convenient
`fixed connectors
`le connections). Accordingly,
`te the electric motor of a hybrid
`
`15
`
`20
`
`25
`
`30
`
`765,656 to Weaver also shows a series hybrid
`U.S. patent 5,
`ed as the internal_combustion engine;
`wherein a gas turbine is us
`hydrogen is the preferred fuel.
`U.S. Patent No. 4,439,989 to Yamakawa shows a system wherein
`two different
`internal combustion engines are provided,
`so that
`only one need be run when the load is low. This arrangement would
`be complex and expensive to manufacture.
`Detailed discussion of various aspects cfif hybrid vehicle
`drives may be found in Kalberlah, "Electric Hybrid Drive Systems
`SAE Paper No.
`910247
`(1991).
`Kalberlah first compares “straight" electric, series hybrid, and
`parallel hybrid drive trains, and concludes that parallel hybrids
`are preferable, at least when intended for general use (that is,
`straight electric vehicles may be useful under certain narrow
`conditions of low-speed,
`limited range urban driving). Kalberlah
`then compares various forms of parallel hybrids, with respect to
`his Fig. 4, and concludes that the most practical arrangement is
`one in which an internal combustion engine drives a first pair of
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`v.
`
`,0
`
`15
`
`20
`
`25
`
`30
`
`wheels,
`
`Kalberlah indicates that mechanical combinatio
`an internal combustion engine and an electric motor is impractical.
`Gardner
`U S.
`patents
`5 301,764
`and
`5,346,031
`followg at
`
`Kalberlah's teachings,
`least two pairs of wheels;
`lectric motor or alternatively
`motor, and the second by a second e
`by a small internal combustion engine. Three different clutches
`are provided 'to allow ‘various sources ‘of drive torque to be.
`and to a generator, depending on the
`ion engine is run
`The internal combust
`he vehicle is
`driving torque when t
`0 charge the
`
`conne
`
`vehicle
`
`continuously,
`
`cted to the wheels,
`'5 operation mode.
`and provides the
`at other times it is used t
`
`batteries
`
`in a cruise mode;
`powering the elect
`hnological Constraints of Mass, Volume,
`Bullock,
`"The 'Tec
`y on the Viability of Hybrid
`Range and Energy Capacit
`891659 (1989) provides a
`Dynamic‘Power
`SAE Paper No.
`and Electric Vehicles",
`f the
`theoretical analysis of e
`icles in terms 0
`lectric veh
`sis of the various battery types
`hicle having two
`
`riC motors.
`
`detailed
`
`loads thereon,
`
`Bullock conc
`then available.
`g characteristics,
`electric motors of differin
`would be optimal
`for
`through a variable-speed transmission,
`8.
`automotive use;
`see th
`Bullock also
`e discussion of Fig.
`suggests the use of an internal combustion engine to drive battery
`but does not address combining the engine's torque with
`charging,
`that from the motors; see pp. 24 - 25.
`Further related papers are collected in Elegtrig_and_fiybrid
`yehicle Tachnglggy, volume SP—915, publis
`"On the road
`1992.
`See also Wouk, “Hybrids: Then and Now"; Bates,
`"Transit Bus takes the H
`with a Ford HEV", and King et a1,
`Route", all in IEEE_§pggtrum, Vol.
`patent 5,667,029 shows
`irst embodiment is shown in Figs.
`12 — 17. Both embodiments have numerous
`
`ybrid
`
`32, 7,
`
`(July 1995).
`two embodiments of
`l - 9 and
`
`parallel hybrids; a f
`11, and a second in Figs.
`
`12
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`-
`
`two e
`
`lectric motor
`during
`
`5
`
`is
`
`provi
`
`Torque from 'the
`regenerative braking
`combined at
`the input shaft
`to a Variable-ratio transm1s51on.
`re provided, e.g.,
`to allow the engine's
`5 without also rotat
`
`ing the
`
`motors.
`As
`
`-
`
`umber‘of
`
`certain transitions
`_
`6,
`lines 25 — 54,
`y, responsive
`indicated at col.
`rious operating modes are made automaticall
`if the
`for example,
`between va
`en point, only the
`position of
`the
`to the
`ne is employed to propel the vehicle; if
`ator does not depress
`oper
`internal combustion engi
`the electric motors
`s the pedal more fully,
`the operator depresse
`hanges in the o
`are also energized.
`other 0
`for example,
`made by the operator directly;
`e.g. for short duration
`operated as a "straight electric" vehicle,
`trips, by the operator's making an appropriate control action.
`See
`lines 49 - 56.
`col. 7,
`pears to suffer from a n
`The Urban et al design ap
`ternal combustion engine is
`First,
`the in
`ficant defects.
`ehicle to
`signi
`needed to accelerate the v
`stated to provide all torque
`lines 3 -
`uising speed under norma
`1 circumstances (see col. 5,
`or
`hicle during cruising (see col. 6,
`and also to propel the ve
`re to be used only during
`10),
`The electric motors a
`lines 48 — 54).
`5,
`lines 10 - 13. A 20
`d hill-climbing; col.
`rapid acceleration an
`ously variable—ratio
`ted through a continu
`opera
`horsepower engine,
`is stated to be adequate for
`transmission and a torque converter,
`learly complex and expensive;
`Such components are c
`Moreover,
`toriously inefficient.
`
`this purpose.
`torque converters are no
`using the internal combustion engine as the sole source of power
`for low—speed running would require it to be run at low speeds,
`e.g., at
`traffic lights, whiCh
`
`further,
`
`is very inefficient an
`
`d highly
`
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`(Various addit
`polluting.
`torque can be used to charge
`in the Urban system,
`efficient output leve
`ls of noise an
`would lead to high leve
`is possibility.)
`Urban does not appear to consider th
`gest that the veh
`d conditions, but
`0n the other hand,
`"straight.electri
`
`icle can be
`
`tab
`
`'Cle operation
`
`10
`
`15
`
`20
`
`25 '
`
`30
`
`ovide an explicit co
`d to be sold in
`this require
`le in a vehicle intende
`ach Urban's stated
`this complexity is unaccep
`as would be required in order to re
`d reduced energy
`quantity,
`goals of reduction of atmospheric pollution an
`must
`be
`consumption.
`As
`noted,
`to have any
`essentially "foolproof“, or "transpar
`commercial success.
`t is mechanically simpler, employing
`chance of
`'5 second embodimen
`h torque is transmitted from
`Urban
`r",
`through whic
`but a single "dynamoto
`but suffers from the
`able—ratio transmission,
`the engine to the.vari
`same operational deficiencies.
`is directed to the
`A second Urban et al patent, 5,704,440,
`method of operation of the vehicle of the '029 patent and suffers
`the same inadequacies.
`Various articles describe several generations of Toyo
`espond to that available
`See, for example, Yamaguchi, "Toyota
`commercially as the
`to t' e
`' ee '
`,
`readies gasoline/electric hybrid system",
`July 1997, pp. 55 - 58; Wilson, "Not Electric, Not Gasoline, But
`Both", Autgyeek, June 2, 1997, pp. 17 - 18; Bulgin,
`"The Future
`Works, Quietly", Agtomee]: February 23, 1998, pp.
`12 and 13; and
`Vehicles", a Toyota brochure.
`A more
`detailed discussion of the Toydta vehicle's powertrain is found in
`Nagasaka et a1,
`"Development of
`the Hybrid/Battery ECU for the
`SAE paper 981122
`(1998), pp.
`19
`Toyota describes this vehicle as
`
`- 27.
`
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`a "series
`'n appears to b
`
`ane
`
`lectric moto
`
`5
`
`in a "power-split mec
`through a planetary
`variable-ratio transmission.
`
`hanism“
`gearset provid
`See the Nagas
`
`and trans
`H
`ing the function
`aka article at pp. 19 -
`
`20.
`
`10
`
`internal co
`
`ies providing energ
`
`15
`
`engi
`
`is apparently
`it drives a gen
`and at
`
`erator to charge
`higher speeds the
`In some
`
`vehicle.
`compare, for
`
`wheels. The engine
`at
`low speeds,
`y to the motor,
`the
`nd motor propel
`may not be required;
`lines 59 - 64.
`"charge depletion"
`
`lines 4 —
`example, col. 3,
`U.S. patent 5,842,534 to Frank shows a
`the internal
`control method for hybrid vehicles;
`i
`this scheme,
`sed only when the state of the
`combustio
`le cannot otherwis
`ies is such that
`the
`In normal operation,
`lines 50'- 55.
`recharging point.
`See col. 3,
`r source.
`Frank
`ed from an external powe
`the batteries are recharg
`o-mode brake pedal operation, wherein mechanical
`in addition to regenerative braking when the
`brakes are engaged
`et point.
`pedal is depressed beyond a pres
`U.S. patent 5,823,280 to Lateur et al '
`wherein the shafts of an internal combustion engine an
`electric motors are all coaxial;
`the first motor by a clutch, and the first motor to the second by
`a planetary gearset,
`allow1ng the speeds of
`the motors to be
`in their most efficient range.
`See
`varied so as to operate them
`
`‘
`
`d first and
`
`'20
`
`25
`
`30
`
`second
`
`col.
`
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`wherein torque from an internal co
`a planetary gearset;
`that from a mot
`'
`'
`'
`ention relates
`
`different so
`
`an
`urces, e.g.,
`to the drive
`t is
`
`electric motor,
`lanetary gearse
`
`iable transmission, e.g.,
`
`in the Toyota vehicle) it is capable
`
`n of shaft speeds, bu
`
`torq
`
`e when
`
`var
`of additive combinatio
`the principal advan
`Hence,
`n of
`the output
`additive combinatio
`motor and the i
`is
`gearset
`at col. 6,
`line 27.
`include U.S.
`s of possible interest
`ued December 8,
`et al; this patent iss
`e as a reference
`arily availabl
`The basic powertrain
`combustion engine 12,
`lectric motor 20,
`h 24;
`
`the planetary
`Lateur, for example,
`Additional disclosur
`nt 5,845,731 to Buglion
`pate
`not necess
`and therefore is
`1998,
`the present app
`against the claims of
`a1 includes an internal
`shown by Buglione et
`lutch 18 to a first e
`coupled through a first c
`6 through a second clutc
`second electric motor 2
`driven by the
`coupled to a
`line 8)
`e col. 3,
`the wheels are (apparently; se
`d operational scheme pr
`second motor 26.
`The overall hybri
`At
`low speeds on
`et al is illustrated in Fig. 4.
`with the engine off,
`Buglione
`pel
`the vehicle,
`motors may be used to pro
`
`lication.
`
`e e
`
`ovided by
`
`e or both
`
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`During low—
`
`ls the vehicle.
`the vehicle.
`and both motors
`
`while during
`When
`
`high—spee
`accelerati
`1e. Buglione et a1
`ed to propel the ve
`hic
`may be us
`that a variable—ratio transmission may.
`9, and that the first motor can be used to start the engine, col.
`
`also indicates
`col. 3,
`line
`
`be unnecessary,
`
`4,
`
`lines 8 — 15.
`U.S. patent 5,586,
`
`showing an "electrically
`Ehsani's vehicle is
`
`10
`
`peaking hybrid"
`al embodiments;
`shown in sever
`with exces
`be
`run continuously,
`
`in each, an engi
`s
`torque used to ch
`additional
`
`15
`
`20
`
`25
`
`30
`
`batteries,
`
`'
`
`'5 output torque is inadequate. A
`e embodiments of the Ehsani vehicle.
`'5 shown in Fig. 7, and can be
`4—5. Fig. 7
`
`'n the text at col. 9,
`
`"electric
`
`This
`
`through a firs
`
`the second set of wheels by a se
`col. 9,
`lines 4 — 5 that the drive sh
`150 be
`
`d electric machine, connected to
`Ehsani suggests at
`
`1, modified to have
`
`to be retained, this seem
`e same as Ehsani's Fig.
`driveshaft.
`improvements over and
`patent
`isclosed ixl U.S.
`f the present inventors,
`Where differences
`f the
`
`all four wheels dr
`This application discloses a n
`enhancements
`to the hybrid vehicles d
`“'970 patent“),
`5,343,970 (the
`to one 0
`.which is incorporated herein by this reference.
`are not mentioned, it is to be understood that the specifics o
`
`umber of
`
`17
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`t are applicable to the
`.
`vehicle design shown in the '970 paten
`vehicles shown herein as well. Discussion of
`'t the scope of its claims.
`loses hybrid vehicles
`
`970 patent
`
`the
`
`Generally speaking,
`ble torque transfe
`wherein a controlla
`interna
`torque between an
`transferring
`ls of the vehicle.
`and the drive whee
`oprocessor respo
`trolled by a micr
`e highly efficient
`e vehicle,
`to provid
`and while
`operation over a Wlde variety of operating conditionS,
`prov1ding good performance.
`The flow of energy - either electrical
`bank, or chemical energy
`bstantial battery
`-
`is similarly controlled by the
`
`electric motor,
`transfer is con
`of torque
`e of operation of th
`
`the mod
`
`where the
`
`hill—climbing, or
`
`he internal—
`
`microprocessor.
`For example, according
`'970 patent,
`vehicle disclosed in the
`ponsive to energy
`ides a
`11 torque needed res
`the electric motor prov
`flowing from the battery.
`In high-speed highway driving,
`it
`engine
`can
`be
`operated efficiently,
`internal-combustion
`provides all torque; additional torque may be provided by
`typically
`e electric motor as needed for acceleration,
`th
`passing.
`The electric motor is also used to start t
`by
`combustion
`engine,
`and
`can be operated as
`a generator
`appropriate
`connection
`of
`its windings
`by
`a
`solid—state,
`microprocessor—controlled inverter.
`For example, when-the state of
`latively depleted, e.g.,
`charge of the battery bank is re
`ion in city traffic,
`the
`lengthy period. of battery-only’ operat
`internal combustion engine is sta
`,between 50 and 100% of its maximum torque output,
`charging of the battery bank.
`during braking or hill
`the kinetic energy 0
`be turned into
`descent,
`f the vehicle can
`
`after a
`
`Similarly,
`
`10
`
`15
`
`20
`
`25
`
`30
`
`The hybri
`
`'
`
`advantages with respect to the prior art w '
`
`.
`
`tained by the
`
`18
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`nt
`invention.
`For example,
`preseacted to be of relativ
`'
`
`c drive motor
`is
`the electri
`specifically, equal to or
`' n engine, and to have
`this allows the
`As
`
`associated power 0
`and relatively low current,
`heating and simplifying component se
`that while the prior art,
`'970 patent,
`he desirability of ope
`internal combustion engine in its most efficient operating range,
`and that a battery may be provided to store energy to be supplied
`to an electric motor in order to even out the load on the internal
`r improvement.
`combustion engine, there remains substantial room fo
`it is desired to obtain the operational flexibility
`while optimizing the system's
`In particular,
`of
`a parallel hybrid system,
`bstantially simplified
`operational parameters and providing a su
`
`rating an
`
`20
`
`30
`
`again
`
`application),
`
`shown‘i
`
`the present application is a continuation-
`As noted above,
`09/264,817,
`filed March 9,
`1999
`(the '817
`part of Ser. No.
`which discloses
`several distinct
`'970 patent, as
`brid vehicles shown in the
`the present
`similarly,
`09/392,743,
`5 a continuation—in—part of Ser.